System and method of determining and displaying aircraft takeoff and landing performance

ABSTRACT

A system and method of planning and displaying takeoff brake release points, landing autobrake points, autobrake settings, and last touchdown points based on aircraft-specific performance is shown and described herein. Aircraft information and environmental information may be obtained from aircraft and airport systems. Takeoff brake release points may be determined based on thrust and economic savings for the aircraft and displayed to the pilot. Further, landing autobrake points, autobrake settings, and last touchdown points may be determined and displayed for the aircraft during landing.

RELATED APPLICATION

The present application claims the benefit under 35 U.S.C. 119(e) ofU.S. Provisional Application Ser. No. 62/910,084, filed Oct. 3, 2019,and entitled “AIRCRAFT PERFORMANCE MONITOR,” which is hereinincorporated by reference in its entirety.

BACKGROUND

Embodiments of the invention relate to methods and systems for planningtakeoff and landing procedures. Specifically, embodiments of theinvention relate to methods and systems for planning and displayingaircraft takeoff brake release points and aircraft autobrake points.

In typical aircraft takeoff and landing procedures, a pilot communicateswith airport personnel. The airport personnel direct the pilot to theappropriate runway for takeoff and landing. The pilot may calculatetakeoff brake release points and thrust settings for the aircraft basedon aircraft performance characteristics and environmental conditions.The pilot may then confirm the takeoff brake release points with aco-pilot and the airport personnel.

In typical aircraft landing procedures, the pilot communicates withairport personnel to determine a runway for landing. The pilot maydesignate a runway exit point and calculate the autobrake point andautobrake settings based on the desired runway exit. The autobrakepoints and autobrake settings may be confirmed by the co-pilot prior tolanding.

In some cases, changes may be made at the last minute. Environmentalconditions may dictate that the aircraft configuration changes. Forexample, the flap setting of the aircraft may change just prior totakeoff. The performance and brake release points must then berecalculated and confirmed. Further, the pilot and co-pilot must performthe aircraft checklist with the new aircraft configuration. Theprocedures take time and may delay takeoff and may delay other aircraftthat are in line for takeoff.

SUMMARY

Embodiments of the invention provide systems and methods that determineand display aircraft-specific takeoff brake release points, thrustsettings, autobrake points, and autobrake settings. A first embodimentof the invention is directed to a system for planning aircraft takeoffbrake release points, the system comprising a processor programmed toobtain at least one aircraft characteristic and at least oneenvironmental condition, and determine at least one takeoff brakerelease point based on the at least one aircraft characteristic and theat least one environmental condition, a user interface comprising atleast one user input, and a display configured to display one or morerunways associated with an airport and at least one takeoff brakerelease point associated with a runway in the one or more runways.

A second embodiment of the invention is directed to a system forplanning aircraft autobrake points and settings, the system comprisingat least one processor programmed to obtain an aircraft characteristic,a runway exit location, and an environmental condition, and determine anautobrake point and an autobrake setting based at least in part on theaircraft characteristic, the runway exit location, and the environmentalcondition, at least one user interface comprising a user input, and atleast one display displaying one or more runways associated with anairport and the autobrake point associated with a runway in the one ormore runways, wherein the autobrake point comprises a color indicativeof the autobrake setting.

A third embodiment of the invention is directed to a system for planningaircraft takeoff brake release points and aircraft autobrake points,comprising at least one processor programmed to obtain an aircraftcharacteristic, a first environmental condition at a first airport, asecond environmental condition at a second airport, and a runway exitlocation, determine at least one takeoff brake release point based atleast in part on the aircraft characteristic and the first environmentalcondition, and determine at least one autobrake point based at least inpart on the aircraft characteristic, the second environmental condition,and the runway exit location, at least one display configured to displaya first plurality of runways for takeoff associated with a first airportand the at least one takeoff brake release point associated with a firstrunway of the first plurality of runways, and display a second pluralityof runways for landing associated with a second airport and the at leastone autobrake point associated with a second runway of the secondplurality of runways.

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the detaileddescription. This summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used to limit the scope of the claimed subject matter. Other aspectsand advantages of the invention will be apparent from the followingdetailed description of the embodiments and the accompanying drawingfigures.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

Embodiments of the invention are described in detail below withreference to the attached drawing figures, wherein:

FIG. 1 depicts an exemplary avionics control interface for embodimentsof the invention;

FIG. 2 depicts an exemplary hardware control system for embodiments ofthe invention;

FIG. 3 depicts an exemplary hardware system for embodiments of theinvention;

FIG. 4 depicts an embodiment of takeoff brake release points displayedon a user interface;

FIG. 5 depicts an embodiment of a takeoff brake release point summaryscreen;

FIG. 6 depicts an embodiment of a autobrake points and autobrakesettings displayed on a user interface;

FIG. 7 depicts an embodiment of a landing autobrake points and autobrakesettings summary screen;

FIG. 8 depicts an input screen for non-normal landing configurations;

FIG. 9 depicts an exemplary process of determining and displayingtakeoff brake release points; and

FIG. 10 depicts an exemplary process of determining and displayinglanding autobrake points and autobrake settings.

The drawing figures do not limit the invention to the specificembodiments disclosed and described herein. The drawings are notnecessarily to scale, emphasis instead being placed upon clearlyillustrating the principles of the invention.

DETAILED DESCRIPTION

The following detailed description references the accompanying drawingsthat illustrate specific embodiments in which the invention can bepracticed. The embodiments are intended to describe aspects of theinvention in sufficient detail to enable those skilled in the art topractice the invention. Other embodiments can be utilized and changescan be made without departing from the scope of the invention. Thefollowing detailed description is, therefore, not to be taken in alimiting sense. The scope of the invention is defined only by theappended claims, along with the full scope of equivalents to which suchclaims are entitled.

In this description, references to “one embodiment,” “an embodiment,” or“embodiments” mean that the feature or features being referred to areincluded in at least one embodiment of the technology. Separatereferences to “one embodiment,” “an embodiment,” or “embodiments” inthis description do not necessarily refer to the same embodiment and arealso not mutually exclusive unless so stated and/or except as will bereadily apparent to those skilled in the art from the description. Forexample, a feature, structure, act, etc. described in one embodiment mayalso be included in other embodiments, but is not necessarily included.Thus, the technology can include a variety of combinations and/orintegrations of the embodiments described herein.

Generally, takeoff and landing systems and method for planningaircraft-specific landing takeoff points, thrust settings, autobrakepoints, and autobrake settings are described. In some embodiments, thetakeoff and landing system is an aircraft on-board system obtainingaircraft information and environmental information and calculating anddisplaying the aircraft-specific landing/takeoff points, the thrustsettings, the autobrake points, and the autobrake settings. The takeoffand landing system may be integrated into the aircraft avionics systemor communicate wirelessly as a hand-held mobile device such as a tablet.

FIGS. 1-2 illustrate an example configuration of an integrated avionicssystem. However, in other embodiments, the user interface is provided bya tablet or an electronic flight bag. In some embodiments, an integratedavionics system 100 may include one or more primary flight displays(PFDs) 102, one or more multifunction displays (MFD) 104, and one ormore multi-product avionics control and display units (CDU) 106. Forinstance, in the implementation illustrated in FIG. 1, the integratedavionics system 100 may be configured for use in an aircraft that isflown by one or two pilots (e.g., a pilot and a copilot). In thisimplementation, the integrated avionics system 100 may include a firstPFD 102(1), a second PFD 102(2), an MFD 104, a first CDU 106(1), and asecond CDU 106(2), and a third CDU 106(3) that are mounted in theaircraft's instrument panel 108. As shown, the MFD 104 is mountedgenerally in the center of the instrument panel 108 so that it may beaccessed by either pilot (e.g., by either the pilot or the copilot). Thefirst PFD 102(1) and the first CDU 106(1) are mounted in the instrumentpanel 108 generally to the left of the MFD 104 for viewing and access bythe pilot. Similarly, the second PFD 102(2) and the second CDU 106(2)are mounted in the instrument panel 108 generally to the right of theMFD 104 for viewing and access by the aircraft's copilot or other crewmember or passenger. The third CDU 106(3) may be mounted between thefirst and second CDUs 106(1), 106(2). In implementations, the CDUs 106may be positioned within the instrument panel 108 so that they may bereadily viewed and/or accessed by the pilot flying the aircraft (whichcould be either the pilot or copilot).

The PFDs 102 may be configured to display primary flight information,such as aircraft attitude, altitude, heading, vertical speed, and soforth. In implementations, the PFDs 102 may display primary flightinformation via a graphical representation of basic flight instrumentssuch as an attitude indicator, an airspeed indicator, an altimeter, aheading indicator, a course deviation indicator, and so forth. The PFDs102 may also display other information providing situational awarenessto the pilot such as terrain information, ground proximity warninginformation, and so forth.

The primary flight information may be generated by one or more flightsensor data sources including, for example, one or more attitude,heading, angular rate, and/or acceleration information sources such asattitude and heading reference systems (AHRS) 110 such as 110(1) and110(2), one or more air data information sources such as air datacomputers (ADCs) 112 such as 112(1) and 112(2), and/or one or more angleof attack information sources. For instance, the AHRSs 110 may beconfigured to provide information such as attitude, rate of turn, slipand skid; while the ADCs 112 may be configured to provide informationincluding airspeed, altitude, vertical speed, and outside airtemperature. Other configurations are possible.

Integrated avionics units (IAUs) may aggregate the primary flightinformation from the AHRS 110 and ADC 112 and, in one exampleconfiguration, provide the information to the PFDs 102 via an avionicsdata bus 116. In other examples, the various IAUs may directlycommunicate with each other and other system components. The IAUs mayalso function as a combined communications and navigation radio. Forexample, the IAUs may include a two-way VHF communications transceiver,a VHF navigation receiver with glide slope, a global positioning system(GPS) receiver, and so forth. As shown, each integrated avionics unitmay be paired with a primary flight display, which may function as acontrolling unit for the integrated avionic unit. In implementations,the avionics data bus 116 may comprise a high speed data bus (HSDB),such as data bus complying with ARINC 429 data bus standard promulgatedby the Airlines Electronic Engineering Committee (AEEC), a MIL-STD-1553compliant data bus, and so forth. A radar altimeter may be associatedwith one or more of the IAUs, such as via data bus 116 or a directconnection, to provide precise elevation information (e.g., height aboveground) for autoland functionality. For example, in some configurations,the system 100 includes a radar altimeter to assist an autoland modulein various functions of the landing sequence, such as timing andmaintaining the level-off and/or flare.

The MFD 104 displays information describing operation of the aircraftsuch as navigation routes, moving maps, engine gauges, weather radar,ground proximity warning system (GPWS) warnings, traffic collisionavoidance system (TCAS) warnings, airport information, and so forth,that are received from a variety of aircraft systems via the avionicsdata bus 116.

The CDUs 106 may furnish a general purpose pilot interface to controlthe aircraft's avionics. For example, the CDUs 106 allow the pilots tocontrol various systems of the aircraft such as the aircraft's autopilotsystem, flight director (FD), electronic stability and protection (ESP)system, autothrottle, navigation systems, communication systems,engines, and so on, via the avionics data bus 116. In implementations,the CDUs 106 may also be used for control of the integrated avionicssystem 100 including operation of the PFD 102 and MFD 104. In someembodiments, the PFD 102 may be a separate wired or wireless computer ormobile device such as a tablet.

The display 120 displays information to the pilot of the aircraft. Inimplementations, the display 120 may comprise an LCD (Liquid CrystalDiode) display, a TFT (Thin Film Transistor) LCD display, an LEP (LightEmitting Polymer or PLED (Polymer Light Emitting Diode)) display, acathode ray tube (CRT), and so forth, capable of displaying text and/orgraphical information, such as a graphical user interface. The display120 may be backlit via a backlight such that it may be viewed in thedark or other low-light environments.

The display 120 may include a touch interface, that can detect a touchinput within a specified area of the display 120 for entry ofinformation and commands. In implementations, a touch screen may employa variety of technologies for detecting touch inputs. For example, thetouch screen may employ infrared optical imaging technologies, resistivetechnologies, capacitive technologies, surface acoustic wavetechnologies, and so forth. In implementations, buttons, softkeys,keypads, knobs and so forth, may be used for entry of data and commandsinstead of or in addition to the touch screen.

Turning now to FIG. 3, an exemplary hardware platform 300 that can formone element of certain embodiments of the invention is depicted.Computer 302 can be a desktop computer, a laptop computer, a servercomputer, a mobile device such as a smartphone or tablet, combinationsthereof, or any other form factor of general- or special-purposecomputing device. Depicted with computer 302 are several components, forillustrative purposes. In some embodiments, certain components may bearranged differently or absent. Additional components may also bepresent. In some embodiments, computer 302 may be wired or wirelesslyconnected to the integrated avionics system 100. Included in computer302 is system bus 304, whereby other components of computer 302 cancommunicate with each other. In certain embodiments, there may bemultiple busses or components may communicate with each other directly.Connected to system bus 304 is central processing unit (CPU) 306. Alsoattached to system bus 304 are one or more random-access memory (RAM)modules 308. Also attached to system bus 304 is graphics card 310. Insome embodiments, graphics card 310 may not be a physically separatecard, but rather may be integrated into the motherboard or the CPU 306.In some embodiments, graphics card 310 has a separategraphics-processing unit (GPU) 312, which can be used for graphicsprocessing or for general purpose computing (GPGPU). Also on graphicscard 310 is GPU memory 314. Connected (directly or indirectly) tographics card 310 is display 316 for user interaction. In someembodiments no display is present, while in others it is integrated intocomputer 302. Similarly, peripherals such as keyboard 318 and mouse 320are connected to system bus 304. Like display 316, these peripherals maybe integrated into computer 302 or absent. Also connected to system bus304 is local storage 322, which may be any form of computer-readablemedia, and may be internally installed in computer 302 or externally andremovably attached.

Computer-readable media include both volatile and nonvolatile media,removable and nonremovable media, and contemplate media readable by adatabase. For example, computer-readable media include (but are notlimited to) RAM, ROM, EEPROM, flash memory or other memory technology,CD-ROM, digital versatile discs (DVD), holographic media or otheroptical disc storage, magnetic cassettes, magnetic tape, magnetic diskstorage, and other magnetic storage devices. These technologies canstore data temporarily or permanently. However, unless explicitlyspecified otherwise, the term “computer-readable media” should not beconstrued to include physical, but transitory, forms of signaltransmission such as radio broadcasts, electrical signals through awire, or light pulses through a fiber-optic cable. Examples of storedinformation include computer-useable instructions, data structures,program modules, and other data representations.

Finally, network interface card (NIC) 324 is also attached to system bus304 and allows computer 302 to communicate over a network such asnetwork 326. NIC 324 can be any form of network interface known in theart, such as Ethernet, ATM, fiber, Bluetooth, or Wi-Fi (i.e., the IEEE802.11 family of standards). NIC 324 connects computer 302 to localnetwork 326, which may also include one or more other computers, such ascomputer 328, and network storage, such as data store 330. Generally, adata store such as data store 330 may be any repository from whichinformation can be stored and retrieved as needed. Examples of datastores include relational or object-oriented databases, spreadsheets,file systems, flat files, directory services such as LDAP and ActiveDirectory, or email storage systems. A data store may be accessible viaa complex API (such as, for example, Structured Query Language), asimple API providing only read, write and seek operations, or any levelof complexity in between. Some data stores may additionally providemanagement functions for data sets stored therein such as backup orversioning. Data stores can be local to a single computer such ascomputer 328, accessible on a local network such as local network 326,or remotely accessible over Internet 332. Local network 326 is in turnconnected to Internet 132, which connects many networks such as localnetwork 326, remote network 334 or directly attached computers such ascomputer 336. In some embodiments, computer 302 can itself be directlyconnected to Internet 332.

FIG. 4 depicts an embodiment of a user interface 400 displayed by atakeoff and landing planning system on the computer 302 that, in someembodiments, may be, or may be in communication with, the integratedavionics system 100. The user interface 400 may be configured to displaytakeoff brake release points 402 on an exemplary layout of the airport404. The user interface 400 may be displayed via any display incommunication with the integrated avionics system 100 and the exemplaryhardware platform 300 described above. In some embodiments, theinformation obtained from the aircraft computer system and the airport404, including aircraft characteristics and environmental data, isobtained, processed, and displayed at the computer 302 which, in someembodiments, is a tablet computer. The displayed layout of the airport404 may include runways 406 and runway labels for pilots to navigate therunways 406 for takeoff, landing, and taxi to and from designatedterminals. The airport 404 may be any airport that may have a storedlayout that may be accessible by at least one processor associated withthe computer 302 or integrated avionics system 100. In some embodiments,the environmental information may be received from the airport 404 andmay be accessible from an application such as Digital Airport TerminalInformation Service (D-ATIS). The information obtained from theexemplary third-party application may be the environmental conditionsdescribed in detail below.

In some embodiments, all or some of the runways 406 associated with theairport 404 may be displayed. All of the runways 406 may be displayedand analyzed for takeoff and landing. The length of each of the runways406 and the weather conditions may be used along with aircraftcharacteristics to determine the takeoff brake release points 402 forthe aircraft. In some embodiments, only particular runways may bedisplayed and analyzed. For example, only runways that are currentlyused for takeoff may be displayed and analyzed for departing aircraftwhile the runways being used for landing may be displayed to incomingaircraft and analyzed for landing. Any number of the runways 406 may bedisplayed. Further, the particular runways that are displayed may becustomizable by the user.

In some embodiments, the brake release points 402 are determined foreach departing aircraft. The brake release points 402 may be determinedby analyzing local environmental conditions and aircraftcharacteristics. The environmental conditions include weatherconditions, runway conditions (e.g., wet, snowy, icy, etc.), atmosphericconditions (e.g., temperature, pressure, etc.), wind direction, aircrafttraffic conditions at the airport, and any other environmentalinformation that may be useful to the pilot. In some embodiments, theenvironmental conditions may be obtained by wirelessly accessing suchexemplary software as D-ATIS that may be provided by airport servers. Insome embodiments, the environmental conditions may be displayed on theuser interface 400 along with the airport 404, for example in D-ATIS box424.

In some embodiments, when changes to the environmental conditions occur,the environmental conditions data may be automatically pushed from theairport server to the computer 302. The data may be processed, and thebrake release points 402 may be determined and displayed at the computer302 and pushed to the integrated avionics system 100 for aircraftprocessing and control. This allows the takeoff and landing performanceto be calculated and the user interface 400 to be updated in real time.

In some embodiments, a shape of the brake release points 402 areindicative of the aircraft configuration. The brake release points 402may be square, circular, and oval shaped as shown in FIG. 4. However,the brake release points 402 may also be triangular or any polygon orirregular shape. The shape of the brake release points 402 may beindicative of the configuration of the aircraft. For example, the shapeof the brake release points 402 may be indicative of a flapconfiguration. The flaps of the aircraft may be lowered to generate ahigher lift coefficient reducing the speed required for takeoff. Aplurality of flap settings may be used to determine a plurality ofairspeeds required for takeoff. Each shape of the brake release points402 may be indicative of different flap settings or any other aircraftconfiguration.

In some embodiments, a color (as shown in FIG. 4 as a texture andreferenced in legend 408) of the brake release points 402 may beindicative of a thrust setting for the aircraft. A plurality of thrustsettings (indicated by color of the brake release points 402) may bedetermined for each configuration settings of the aircraft (indicated byshape of the brake release points). The combination of the thrustsetting and the aircraft configuration may indicate a location of thebrake release points 402 for proper takeoff. For example, as statedabove, more flap may increase lift coefficient but also increase dragcoefficient. An amount of thrust may be required to accelerate theaircraft to takeoff speed before a minimum distance from the end of arunway B 410. The takeoff performance of the aircraft may be determinedby the aircraft characteristics and the environmental conditions asdescribed above.

In some embodiments, the brake release points may indicate to the pilotthe thrust settings and the aircraft configuration necessary for takeoffto meet a particular constraint. Brake release points may be indicatedon runway B 410 comprising various shapes and colors. For example, brakerelease point B7 412 is represented by a red square. The square shaperepresents a specific aircraft takeoff configuration and the red colorrepresents a specific thrust setting (in this case 100%). Brake releasepoint B9 414 is a blue square. The aircraft taking off from brakerelease point B9 414 has the same configuration at brake release pointB7 412 but a lower thrust setting represented by the blue color used.The aircraft has a longer runway to utilize, therefore a lower thrustsetting may be used. Brake release point B10 416 is a blue rectangle.The blue color represents the same thrust setting as brake release pointB9 414 but the rectangle represents a different aircraft configuration.The different aircraft configuration may be engine bleed on which takesenergy from the engine but provides enhanced passenger comfort. Thereduced energy may require a longer runway and, as such, the same thrustis required between the different configurations of brake release pointB9 414 and brake release point B10 416. Similarly, brake release pointB11 418 requires the same configuration as brake release point B10 416but has a lower thrust setting (green) based on the longer runway toutilize. Similar configuration and thrust setting differences may berequired for brake release point 420. The brake release point and thrustsetting may be determined based on a desired distance to the end of therunway and an economic impact to the aircraft described in detail below.At the bottom of FIG. 4, brake release points E10, E11, and E12, arealso depicted on runway 25R. These bake release points are allrepresented by a circle and a yellow color signifying that brake releasepoints E10-E12 require the same configuration and thrust.

The thrust may be reduced if a greater distance between the takeoffpoint and the brake release point is used. This may be desirable as alower thrust may result in a lower economic impact on the aircraft. Forexample, if only 70% (indicated by blue) of the available thrust is usedat takeoff rather than 100% (indicated by red), less fuel may be used.Less fuel may reduce the cost of the flight of the aircraft and maylessen the environmental impact of the aircraft. Further, the lowerthrust may reduce the demand on the engine such that maintenance costsmay be reduced. The engine may also sustain a longer life based on thenumber of reduced thrust, or derated, takeoffs. In some embodiments, thecolors of the brake release points 402 may be represented by red for100%, or full thrust, blue for a first reduced thrust or derated thrust(e.g., 80%), yellow for a second derated thrust (e.g., 70%), and greenfor a lowest derated thrust (e.g., 60%). Derated thrust is described indetail below. An optimal thrust to economic impact (e.g., monetarysavings based on the reduced maintenance and fuel costs) may bedetermined. For example, a linear or nonlinear program may be used tomaximize thrust while minimizing cost with constraints on a minimumamount of thrust for takeoff. The thrust setting and brake releasepoints may be based at least in part on the determined optimal thrust.

In some embodiments, green may indicate the lowest possible deratedthrust value that may achieve a desired takeoff distance from the end ofrunway B 410. In some embodiments, one, three, five, or any number ofderated thrust values may be calculated and presented and each deratedthrust value may have a corresponding color. In some embodiments, thederated thrust values and corresponding brake release points 402 may becolored or may simply display the derated thrust value. In someembodiments, the derated thrust may be shown as a percentage, a valuefrom 1-10, 1-100, a fraction, or any other notation that may indicate aderated thrust.

In some embodiments, derated thrust is a thrust setting or anoperational limit that is applied by the pilot. In embodiments, asdescribed above, the derated thrust and brake release points 402 may bedetermined by the takeoff and landing system and the brake releasepoints 402 may be presented via the user interface 400. The deratedthrust may be displayed along with the brake release points 402 or maybe displayed when the user interacts with the brake release points 402by hovering a cursor over the brake release points 402 or clicking ortapping on the brake release points 402. In some embodiments, theinteraction with the brake release points 402 opens a screen shown inFIG. 5 and described in more detail below.

In some embodiments, derated thrust may also include atmosphericconditions. Atmospheric conditions may affect the thrust and,consequently, the thrust may be adjusted based on the atmosphericconditions. For example, the local atmospheric pressure may provide anassumed temperature for thrust. For example, a high air density such as,for example, when the temperature is low, may provide good conditions togenerate high temperature and pressure in the engine and thus increasedthrust. Consequently, when the temperature is low, the thrust settingmay be reduced. Therefore, the pilot may apply an assumed temperaturewhen the atmospheric pressure is higher than the associated atmospherictemperature. This is called assumed temperature thrust reduction. Here,the takeoff and landing system may automatically determine the thrustsettings based on the aircraft characteristics and the environmentalconditions. The thrust may be degraded based on atmospheric pressure aswell as the weight of the aircraft while still providing enough thrustto take off in the expected minimum distance from the end of the runway.For example, the temperature at an airport is 100° F. The aircraft isflying from Kansas City to Denver which is only 20% of the maximumendurance of the aircraft. Therefore, the aircraft is only carrying 20%+reserve of the normal fully loaded fuel of the aircraft. The thrust maybe derated to 70% of the full thrust based on the decreased weight ofthe aircraft when utilizing a particular distance for takeoff which canbe referenced as brake release point B10. The derated thrust usesreduces wear on the engine and can provide other benefits. Further,under the same aircraft characteristics, the temperature may be 30° F.The thrust may be further derated based on the low temperature/higheratmospheric pressure (i.e., the environmental conditions). Consequently,the thrust is derated to 60% providing even greater economic savings.Therefore, the aircraft may still utilize brake release point B10however the color of the B10 may change from blue (displayed in FIG. 4)to yellow indicating a derated thrust value.

In some embodiments, the environmental conditions may affect theperformance of the aircraft. The atmospheric pressure and temperaturemay be taken into account for lift, drag, and engine performance. Forexample, lift and drag may be higher when the atmospheric pressure ishigh. Further, the thrust may be higher when the pressure is high. Theair taken into the engine may be at a higher initial pressure.Consequently, as the air goes through the engine a higher relativepressure is attained. This process increases a thrust per fuel inputand, therefore, may further allow for a derated thrust as describedabove.

Further, environmental conditions may comprise weather and runwayconditions. Snow and rain may collect on the runway B 410 resulting indrag that may reduce the acceleration and or speed of the aircraftrelative to thrust. To compensate, a higher thrust setting or a longerrunway may be calculated based on a resistance coefficient of the runwayB 410. The brake release points 402 may be adjusted for the poorenvironmental conditions and displayed as the brake release points 402.

In some embodiments, red zones 422 may be displayed on the userinterface 400. The red zones may be zones around other aircraft,vehicle, animals, construction, or any area that may not be desirablefor the aircraft to travel. The red zones 422 may be move with thevehicle traffic and may be received by the takeoff and landing systemfrom the airport server.

FIG. 5 depicts an exemplary brake release point summary screen 500presenting takeoff brake release point summaries 502 on the userinterface 400. The takeoff brake release point summaries 502 may beaccessed by clicking or tapping on a brake release point or by hoveringover a brake release point on the user interface 400 presented in FIG. 4above. Interaction with any of the brake release points 402 may open thebrake release point summary screen 500 displaying information associatedwith the particular brake release point that receives the interaction.

The brake release point summary screen 500 may display relevantinformation for the pilot when taking off and when determining whichrunway for takeoff. The brake release point summary screen 500 maydisplay such brake release point summary components 502 as taxiwayinformation, aircraft configuration information, and thrust informationfor each brake release point on each runway. Each of these brake releasepoint summary components 502 may be used by the pilot or airportpersonnel to determine a runway and a brake release point for takeoff.In some embodiments, runway B 410 may be selected based on the economicimpact as described above.

In some embodiments, the takeoff brake release points summary components502 may be accessible via a tab from a main screen of the user interface400 and may be displayed along with airport information, environmentalconditions, and aircraft characteristics. The screen may display alltakeoff performance information as displayed in the takeoff brakerelease point summary screen 500 presented in FIG. 5. In someembodiments, a runway layout may be displayed as well as airportinformation. The airport information may be included in theenvironmental conditions. The airport information may include elevation,pattern altitude, magnetic variation, sunrise and sunset times, localtime, and the best runway as determined above. In some embodiments, tabsmay present selections for the user where the user may accessinformation for the runways 406, weather, procedures, and otherinformation that may be useful for the pilot.

FIG. 6 depicts an exemplary landing user interface 600. The landing userinterface 600 may display the airport 404 and runways 406 and anyinformation gathered from the airport server such as, for example, fromthe D-ATIS that may be representative of the aircraft characteristicsand the environmental conditions. The takeoff and landing system may usethe environmental conditions and the aircraft characteristics togenerate autobrake points 602 based on calculated autobrake settings.The autobrake points 602 may comprise any autobrake points indicated onrunway A10 including B4, B5, B6, and B7 as well as any autobrakes onrunway 25R reference and discussed in detail below. The autobrakesettings and autobrake points 602 may be based at least in part on theaircraft characteristics, the environmental conditions, and runway exitpoints. Further, last touchdown points 604 may also be shown on or nearthe runways 406. The last touchdown points 604 may comprise any lasttouchdown points depicted on or near the runways 406.

In some embodiments, the pilot may indicate an exit to runway E 606 thatthe pilot wishes to utilize. In some embodiments, the takeoff andlanding system may determine the exit location and recommend theautobrake points 602 and autobrake settings based on the determined exitlocation. The exit to runway E 606 may be based at least in part on adesignated terminal for the aircraft at the airport. In someembodiments, the autobrake points 602 are located at the exit locationand are indicative of the autobrake settings required to slow theaircraft down enough to take the corresponding exit.

In some embodiments, the autobrake points 602 are based on the exitlocation of the aircraft. The exit location may be assigned by the pilotprior to landing. The autobrake points 602 and autobrake settings may becalculated based on the aircraft (e.g., type of aircraft, heading,altitude, rate of descent, and air and ground speed, etc.), the aircraftconfiguration for landing (e.g., flaps, engine bleed settings, landinggear configuration, etc.), environmental conditions (e.g., weather,atmosphere, traffic, runway, etc.), and any other conditions that mayaffect the landing and autobrake settings.

The autobrake settings may be any setting of the autobrake from 0-100percent. Low settings may not stop the aircraft until the end of runwayE 606 and 100 percent, or full autobrake, may not be comfortable for thepassengers. The autobrake points 602 may be color coded (depicted astexture) based on the settings. For example, a runway exit location maybe input by the pilot and several autobrake points may be determined anddisplayed based on the determined autobrake settings. For example, onrunway E 606 depicted in FIG. 6, autobrake points 608-614 are depicted.Autobrake setting E4 608 may be a least aggressive setting (representedby green) because the aircraft landing from the right has the longestrunway to stop. Autobrake settings E5 610 and E6 612 may require aslightly more aggressive setting (represented by yellow) and autobrakesetting E7 614 may have a most aggressive setting (represented by red).The autobrake settings may be represented by the colors and may beindicative of the exit location of the aircraft. For example, 60%autobraking may be represented by a green color for exit E4. For exitsE5 and E6, a moderate autobrake setting of 70% may be requiredrepresented by a yellow color. To exit at E7, an autobrake setting of100% may be required and represented by a red color. Any colors andtextures may be used for the autobrake points 602 to represent theautobrake settings.

In some embodiments, the last touchdown points 604 may be determined anddisplayed. The last touchdown points 604 may provide markers for thepilot such that the pilot knows the risk if the airplane approach is toohigh or too fast. The trajectory and the speed of the aircraft may beused to determine the last touchdown points 604. The last touchdownpoints 604 may be color coded to represent autobrake settings that arenecessary to stop the aircraft before a minimum distance from the end ofthe runways 406.

As displayed in FIG. 6, on runway E 606 with an aircraft approachingfrom the right, the first last touchdown point 616 may be represented bya green line. The green line may represent that the least aggressive(e.g., 60%) autobrake setting may be used. At the next measurement, thesecond last touchdown point 618 is still green. Further down the runway,a third last touchdown point 620 of yellow is displayed. The third lasttouchdown point 620 may represent a more aggressive autobrake setting(e.g., 80%) is necessary. Further down the runway, a final lasttouchdown point 622 representing full autobrake setting (e.g., 100%) isnecessary to stop the aircraft at a minimum distance from the end ofrunway E 606. Any number of autobrake settings may be associated withany number of last touchdown points 604. Further, any colors andtextures and line types (as displayed) may be associated with the lasttouchdown points 604. The lines representing the last touchdown points604 may be any shape and any color.

FIG. 7 depicts an exemplary landing brake to vacate points summaryscreen 700 presenting landing brake to vacate points summary 702. Thelanding brake to vacate points summary 702 may be accessed by clickingon the autobrake points 602 or by hovering over the autobrake points 602on the display presented in FIG. 6 above. The user may click or hoverover each individual autobrake point to display the landing brake tovacate point summary screen 700.

The landing brake to vacate points summary 702 may display relevantinformation for the pilot when landing and when determining which exitto take during landing. The landing brake to vacate points summary 702may display such items as taxiway information, runway information,aircraft configuration information, autobrake settings, and velocityinformation for each runway 406. Each of these items may be used by thepilot or airport personnel to determine a runway for landing and theautobrake settings for each runway. In some embodiments, the runway maybe selected based on the lowest economic impact, passenger comfort, andperformance as described above.

In some embodiments, the landing brake to vacate points summary screen700 may be accessible via a tab from a main screen and may be displayedwith airport information as described above. In some embodiments, theairport layout may be displayed as well as airport information. Theairport information may be included in the environmental conditions. Theairport information may include elevation, pattern altitude, magneticvariation, sunrise and sunset times, local time, and the best runway asdetermined above. In some embodiments, tabs may present selections forthe user where the user may access information for the runways, weather,procedures, and other information that may be useful for the pilot.

FIG. 8 depicts an exemplary screen presenting non-normal landingconfigurations screen 800. In some embodiments, the non-normal landingconfigurations screen presents fields 802 for selection and/or input ofconfigurations. For example, the fields may include inputs for referencevelocity, flap configuration, environmental controls, anti-ice systems,auto or manual landing, and any other non-normal configurations. Asdescribed above, the configuration of the aircraft may affect thetakeoff and landing performance. Any non-normal configuration may betaken into account and takeoff brake release points, thrust settings,autobrake points, and autobrake settings may be determined and displayedbased on the non-normal configurations.

FIG. 9 depicts an exemplary process of determining and displayingtakeoff brake release points generally referenced by numeral 900. Atstep 902, the system receives data for calculation of the takeoff brakerelease points 402 as described in embodiments above. The informationthat may be obtained may be aircraft characteristics and environmentalconditions. The aircraft characteristics may be, for example, the typeof aircraft and associated geometry and dynamic model, weight andbalance information, takeoff configuration, and any other aircraftinformation that may be useful for takeoff. The type of aircraft may beindicative of engine type and may include any aircraft parameter such aslift coefficient, drag coefficient, and any other stability and controlderivatives and performance characteristics that may be useful whencalculating the takeoff performance as described in embodiments above.

Further, environmental conditions may be obtained by the system. Theenvironmental conditions may be any information indicative of thetakeoff environment such as, for example, weather conditions, runwayconditions, atmospheric pressure, air temperature, elevation of theairport, magnetic variation, airport layout information including runwaymaps and runway designations, and any other information that may beuseful in determining takeoff brake release points for each runway. Insome embodiments, the environmental conditions may be obtained fromsoftware such as D-ATIS for example.

At step 904, the takeoff brake release points 402 may be calculatedbased on the aircraft characteristics and the environmental information.The takeoff brake release points 402 may be determined for differenteconomic impacts to the aircraft. For example, a low thrust setting of80% may have a lower economic impact than a thrust setting of 100%. Thetakeoff brake release points 402 may be adjusted based on the thrustsetting to ensure that the aircraft takes off from runway B 410 at aminimum distance from the end of runway B 410.

At step 906, the takeoff brake release points 402 are displayed. Thetakeoff brake release points 402 may be displayed as various shapes withvarious colors. The shape may be indicative of an aircraft configurationand the color may be indicative of a thrust setting. The combination ofthe shape and the color may be recognizable to the pilot such that thepilot may simply view the shape, color, and location of the takeoffbrake release point relative to the runway and know the aircraft takeoffstarting location, configuration, and thrust settings for takeoff.Further, the user (e.g., pilot) may click on or hover over the takeoffbrake release point to display the takeoff brake release point summaryscreen 500.

At step 908, new information is pushed to the takeoff and landing systemand updated in real time. In some embodiments, new information may beavailable before takeoff. For example, the wind may change direction orthe pressure may drop while the aircraft is taxiing. The new informationmay be automatically pushed from the airport server to the computer 302.New takeoff brake release points may be calculated and displayed basedon the new information.

FIG. 10 depicts an exemplary process of determining and displaying theautobrake points 602 and autobrake settings generally referenced bynumeral 1000. At step 1002, the system receives data for calculation ofthe autobrake points 602 and the autobrake settings. The informationthat may be obtained may be aircraft characteristics and environmentalconditions as described above. The aircraft characteristics may comprisethe type of aircraft, weight and balance information, takeoffconfiguration. The type of aircraft may be indicative of engine type anddynamic model and may include any aircraft parameters such as liftcoefficient, drag coefficient, and any other stability and controlderivatives and performance characteristics that may be useful whencalculating the landing performance as described in embodiments above.Further, the aircraft information may include heading, altitude, rate ofdescent, and air and ground speed and any other information that may beuseful in determining the autobrake points and autobrake settings. Theenvironmental conditions may be information indicative of the takeoffenvironment such as, for example, weather conditions, runway conditions,atmospheric pressure, air temperature, elevation of the airport,magnetic variation, airport layout information including runway maps andrunway designations, and any other information that may be useful indetermining takeoff brake release points for each runway.

At step 1004, the information is combined and the autobrake points 602,autobrake settings, and last touchdown points 604 are determined. Theinformation may be used to calculate a stopping time and location of theaircraft on the runways 406 given the environmental conditions andaircraft characteristics which may include: heading, altitude, rate ofdescent, and air and ground speed.

Further, the last touchdown points 604 may be calculated based on theaircraft characteristics and the environmental conditions as describedin embodiments above. The last touchdown points 604 may be indicative ofan autobrake setting required to stop the aircraft a minimum distancefrom the end of the runways 406.

At step 1006, the autobrake points 602 and autobrake settings aredisplayed. The autobrake points 602 may be displayed on or near therunways 406 and at or near the runway exit point of the aircraft. Theautobrake points 602 may be indicative of a location of exit of theaircraft from the runways 406 to the taxiway and a color of theautobrake points 602 may be indicative of the autobrake settingsnecessary to brake before the exit. The autobrake settings may bedisplayed on the autobrake settings summary screen 700 which may beaccessed by clicking on or hovering over the autobrake points 602.

Further, the last touchdown points 604 may be displayed. The lasttouchdown points 604 may be displayed on or near the runways 406. Thelast touchdown points 604 may be displayed at a location and with acolor indicative of the autobrake settings required to stop the aircraftat a minimum distance from the end of the runways 406.

At step 1008, the autobrake points, autobrake settings, and lasttouchdown points 604 are updated when changes occur in real time. Insome embodiments, the landing conditions may change in real time. Forexample, high-volume traffic may cause a runway designation to change.The new runway information may be pushed to the computer 302automatically and new runway information, autobrake points 602, lasttouchdown points 604, and autobrake settings may be calculated anddisplayed. In some embodiments, the color of the autobrake points 602 isindicative of autobrake settings for the aircraft.

Although the invention has been described with reference to theembodiments illustrated in the attached drawing figures, it is notedthat equivalents may be employed and substitutions made herein withoutdeparting from the scope of the invention as recited in the claims.

Having thus described various embodiments of the invention, what isclaimed as new and desired to be protected by Letters Patent includesthe following:

1. A system for planning aircraft takeoff brake release points, thesystem comprising: a processor programmed to: obtain at least oneaircraft characteristic and at least one environmental condition; anddetermine at least one takeoff brake release point based on the at leastone aircraft characteristic and the at least one environmentalcondition; a user interface comprising at least one user input; and adisplay configured to display one or more runways associated with anairport and at least one takeoff brake release point associated with arunway in the one or more runways.
 2. The system of claim 1, wherein theat least one display is further configured to display a plurality ofbrake release points, wherein each brake release point of the pluralityof brake release points comprises a shape and a color.
 3. The system ofclaim 2, wherein the shape is indicative of a configuration of theaircraft for takeoff and the color is indicative of a thrust setting,wherein the thrust setting is indicative of an economic impact on use ofthe aircraft.
 4. The system of claim 3, wherein the shape is indicativeof a configuration of the aircraft and the color is indicative of acalculated takeoff thrust.
 5. The system of claim 1, wherein theenvironmental condition is at least one of a runway condition, weatherconditions, and aircraft traffic conditions at the airport, and whereinthe aircraft characteristic is at least one of a weight and balance, anamount of fuel, a flap configuration, and a type of aircraft.
 6. Thesystem of claim 5, wherein the takeoff brake release point is based atleast in part on the weight and balance of the aircraft and anatmospheric air temperature, wherein the takeoff brake release point isa first takeoff brake release point and is indicative of a firstpercentage of total thrust required at the first takeoff release point,wherein a second brake release point is displayed on or near the runway,and wherein the second brake release point is indicative of a secondpercentage of thrust required for the aircraft to take off from thesecond brake release point at a minimum distance from an end of therunway, wherein the second percentage of thrust is different than thefirst percentage of thrust.
 7. The system of claim 1, the at least oneprocessor, further programmed to calculate a new takeoff brake releasepoint when new parameters are received, wherein the new parameters areindicative of at least one of runway conditions, weather conditions,aircraft characteristics, and aircraft traffic at the airport, andwherein the new parameters are pushed to the at least one processor froman airport server.
 8. The system of claim 1, further comprising a mobiledevice configured with the at least one processor and the at least onedisplay for displaying the airport, the one or more runways, and thebrake release point.
 9. A system for planning aircraft autobrake pointsand settings, the system comprising: at least one processor programmedto: obtain an aircraft characteristic, a runway exit location, and anenvironmental condition; and determine an autobrake point and anautobrake setting based at least in part on the aircraft characteristic,the runway exit location, and the environmental condition; at least oneuser interface comprising a user input; and at least one displaydisplaying one or more runways associated with an airport and theautobrake point associated with a runway in the one or more runways,wherein the autobrake point comprises a color indicative of theautobrake setting.
 10. The system of claim 9, wherein a plurality ofautobrake points is displayed on or near each runway, and wherein eachautobrake point of the plurality of autobrake points is indicative of arunway exit location and an associated autobrake setting.
 11. The systemof claim 9, wherein the environmental condition is at least one of arunway condition, weather conditions, and aircraft traffic conditions atthe airport, and wherein the aircraft characteristic is at least one ofa weight and balance, an amount of fuel, a flap configuration, and atype of aircraft.
 12. The system of claim 9, wherein a plurality ofautobrake points are displayed on or near the one or more runways, andwherein each of the autobrake points of the plurality of autobrakepoints is indicative of a length of runway beyond each of the autobrakepoints and the autobrake settings of the aircraft.
 13. The system ofclaim 9, the at least one display, further configured to display at alast touchdown point, and wherein the last touchdown point is based atleast in part on the autobrake setting of the aircraft and a length ofrunway beyond the last touchdown point.
 14. The system of claim 13,wherein the last touchdown point is further based at least in part onweather conditions, runway conditions, and aircraft characteristics. 15.The system of claim 9, further comprising a mobile device configuredwith the at least one processor and the at least one display fordisplaying the airport, the one or more runways, and the autobrakepoint.
 16. A system for planning aircraft takeoff brake release pointsand aircraft autobrake points, comprising: at least one processorprogrammed to: obtain an aircraft characteristic, a first environmentalcondition at a first airport, a second environmental condition at asecond airport, and a runway exit location; determine at least onetakeoff brake release point based at least in part on the aircraftcharacteristic and the first environmental condition; and determine atleast one autobrake point based at least in part on the aircraftcharacteristic, the second environmental condition, and the runway exitlocation; at least one display configured to: display a first pluralityof runways for takeoff associated with a first airport and the at leastone takeoff brake release point associated with a first runway of thefirst plurality of runways; and display a second plurality of runwaysfor landing associated with a second airport and the at least oneautobrake point associated with a second runway of the second pluralityof runways.
 17. The system of claim 16, wherein the environmentalcondition is at least one of a runway condition, weather conditions, andaircraft traffic conditions at the airport, and wherein the at least oneaircraft characteristic is at least one of a weight and balance, anamount of fuel, a flap configuration, and a type of aircraft.
 18. Thesystem of claim 16, wherein the brake release point is displayed at ornear the first runway and comprises a shape indicative of aconfiguration of the aircraft and a color indicative of a thrustpercentage of the aircraft, and wherein the at least one autobrake pointcomprises a color indicative of an autobrake setting required to exitthe runway at the runway exit location.
 19. The system of claim 16, theat least one processor, further programed to determine a last touchdownpoint, and the at least one display, further configured to display thelast touchdown point on or near the second runway, wherein the lasttouchdown point is based at least in part on a landing performance ofthe aircraft and a length of the runway beyond the last touchdown point.20. The system of claim 16, the at least one processor, furtherprogrammed to: receive a first new parameter when the first newparameter is pushed from a first airport server; calculate a new brakerelease point based on the first new parameter, wherein the new brakerelease point is displayed via the at least one display, wherein thefirst new parameter is at least one of a condition of the first runway,a first weather condition at the first airport, an aircraftcharacteristic, and aircraft traffic at the first airport; the at leastone processor, further configured to: receive a second new parameterwhen the second new parameter is pushed from a second airport server,wherein the at least one processor is further programmed to calculate anew autobrake point based on the second new parameter; and the at leastone display, further configured to display the new autobrake point,wherein the second new parameter is at least one of a condition of thesecond runway, a second weather condition at the second airport, anaircraft characteristic, and aircraft traffic at the second airport.